Elevator system



April 18, 1933- D. l.. LINDQUls-r Er Al. 1,904,647

ELEwaToR SYSTEM Filed May 21. 1925 12 Sheets-Sheet 1 @swarm/V @www April 18, 1933- D. L. LINDQulsT r Al.

ELEVATOR SYSTEM Fild My 21.

-1925 12 Sheets-Sheet 2 Y? Qa L L i gimme/nto@ pril 18, 1933.

D. L. LINDQUls-r Er Al.` 1,904,647

ELEVATOR SYSTEM Filed May 21. 1925 l2 Sheets-Sheet 5' AW L L h vwantow M Lm C- Lm @3M/Chew atto/M4013 April 18, 1933. D. L. LINDQUlsT Er'AL ELEVATOR SYSTEM 12 sweets-sheet` 4 Filed May 2l. 1925 y a if 39/ 435 455 44@ .400| l April 18, 1933. D. L.. LINDQUxsT Er AL 1,904,647

E LEVATOR SYSTEM Filed May 21. 1925 l2 Sheets-$511661', 5

April 18, 1933. D. 1 LINDQUIsT ErAl.

ELEVATOR SYSTEM 12 Sheets-Sheet 6 Filed May 21, 1925 /46 l 13W 5mm/whom .April 18, 1933. D. L. LINDQUIST Er AL ELEVATOR SYSTEM Filed May 21', 1925 12 Sheets-Sheet 7 Gam) LLMVJJ vwamtow (LLM April 18, 193s. 1,904,647

D. L. LINDQUIST ET AL ELEVATOR SYSTEM Filed May 21. 1925 d`12 sheets-sheet 8 55/ 546 aaa 555 345 555 550 April 18, 1933. D, l.. LlNDQUlsT Er AL ELEVATOR SYSTEM Filed May 21. 1925 12 Sheets-Sheet '9 QNQQ April 18, 1933. D. L LlNDQUlsT Er AL 1,904,647

ELEVATOR SYSTEM Filed May 2l 1925 12 Sheets-Sheet 10 [(585 K [(564 5ML [.567 M570 M M57/ M57 M575 5705 x75/ April 18, 1933. D. L.. LINDQulsT ET Al. 1,904,647

ELEvAToR SYSTEM Filed May 2l 1925 l2 Sheets-Sheet 11 503 mz Y April 18, 1933. D. L. LINDQUlsT Er AL 1,904,647

ELEVATOR SYSTEM K Filed May 21; 1925- 12 sheets-sheet 12 Mari Patented Apr. i8, 1933 ,UNITED STATES DAVID L. LINDQUIST, OF HARTSDALE, NE

W YORK, AND EDWARD L. DUNN, OF EAST ORANGE, NEW JERSEY, AND. DAVID C. LARSON, 0F YONXERS, NEW YORK, ASSIGNORS V TC OTIS ELEVATOR COMPANY, OF JERSEY CITY, NEW JERSEY, A CCBIPOEATICN 0l' NEW `JERSEY ELEVATOR SYSTEM i Appimauon med may 21, im. serialr No. 31,953.

This Ainvention relates to electric elevator systems, particularly systems of the automatic Vpush button type. f

One feature of the invention is to cause a push button controlled elevator car. to stop automatically to pick up prospectlve passengers desiring to be carried in the direction in which the car is traveling.

Another feature is to have one car of a bank of elevators bear the brunt of the serv- Iice when the demand is light and to c ause other cars to go into operation automatically as the demand for service increases.

A third feature involves the stopping of only one car at a floor inresponse to the pushing of a button by a prospective passenger when several cars are 1n operation.

A fourth feature resides in causing at least one car to continue in operation untill response is had toall buttons pushed.

A fifth feature is to cause the cars to return to selected floors after response is had to all push'buttons operated.

Other features and advantages will become apparent from the following description, taken in connection with the accompanying drawings wherein one embodiment of the invention `is illustrated and in whichz- Figure 1 is a simplied schematic repre sentation of two elevators, as illustrative of a group of elevators in a bank;

Figure 2 is a front elevation of the director switch with the cover plate removed;

Figure 3 is a view, partly in elevation and partly in section, taken along line 3-3 of Figurv2;

Figure 4 is a view in horizontal section,

with parts broken away, taken along the line 4-4 of Figure 2;

Figure 5vis a front velevation of the director swit/ch reversing mechanism;

Figure 6 is a plan view ofthe same;

Figure 7 is a detail, partly in section, of a cam operated switch;

Figure 8 is a detail in section, taken along line 8 8 of Figure 5, of a portion of the connecting rod of the director switch reversing mechanism;

along line 14-14 of Figure 11, of a brush and contact in en agement;

Figure v15 isa ragmental view of the arrangement of the pawl magnet limit switches and operating cam; f

Figure 16 is a front elevation of a Hoor switch;

Figure 17 is a side elevation of the same;

Figure 18 is a diagrammatic representation of the arrangement of the switches mounted on the master panel;

Fi re 19 is a view in section, taken along the line 19-19 of Figure 20, of the time switch; v

Figure 20 is a view in section taken along line 20-20 of Figure 19, with the motor omitted;

Figure 21 is a view in section, taken along line 21-21 of Figure 19;

Figure 22 is a diagrammatic representation of the control panel showing particularly the relation of the coils and contacts of various control switches;

Figure 23 is a 'simplified diagram of the power and control system used or each elevator; and

Figure 24 is a simplified diagram, extended from Figure 23, of the push button control system fortwo elevators, as illustrative of a group.

kFor a general understanding of the invention, re erence may be had to Figure 1 wherein various parts of the system are in- \dicated byrlegend. Referring particularly to the left half of the figure wherein the parts for one elevator, hereinafter to be known as Elevator No. 1, are'v represented, e the car is driven by the elevator motor. This motor receives its power from the generator of a motor-generator set, the voltage of the generator being controlled b various electromagnetic switches mounte on the 4Jcontrol panel. An exciter for supplying current to the generator and elevator motor fields and certain of the control circuits, is driven by the motor of the motor generator set.

The direction of travel of the car is determined by the director switch. Director switch hatchway cams are arranged at the terminaliloors for moving the director switch into neutral position to stop the car. The director switch motor moves the director switch from neutral into reversed position. The car is stopped at the intermediate floors by the selector machine. The door lock cam motor is provided for controlling the locking and unlocking of the well doors. A leveling switch and leveling cams may be provided for causing the car to be brought to the landing in the event that an exact stop has not been made.

A director switch motor switch is provided in the car for reversing the direction of travel of the car when occasion demands it. A safety switch also is provided in the car for stopping the car in the event of auV tons, common to all the elevators, are ar,

ranged at the intermediate floors. An up push button is arranged at the bottom floor and a down push button at the top floor, these buttons also being common to all the elevators. 4 These push buttons, to be known as hall buttons, are for causingthe cars to start in accordance with a predetermined arrangement and, if started, for causing the selector machines to stop their respective cars at the landings.

Each elevatorcar is provided with .an independent set of push buttons, one button being provided for each floor. These push buttons, to be known as car buttons, are for causing the respective cars to start and, if started, for causing the selector machines to stop their respective cars at the landings. The car buttons for each car may also affect the operation of the other cars in accordance with a predetermined arrangement.

The hall buttons and car buttons are preferbly arranged to act through floor switches mounted on the master panel.

The system will be described as applied to a ten floor installation. It is to be understood, however, that the system may be arranged for any number of floors, ten being chosen merely for purposes of description. The director switch, selector machine, floor switches and a time switch will be described for Elevator No. 1, it being understood that these devices are identical for all the elevators of a group.

Referring to Figures 2, 3 and 4, the details of the preferred form of director switch will be described. This switch, designated as a whole by numeral 30, is enclosed in a suitable casing 31 and casini;r cover plate 32. The casing is provided wit 1 brackets 33 and bosses 34 arranged for mounting the switch on the elevator car frame 129, as illustrated in Figures 5 and 6. Within the casing and secured, as by screws, to a plurality of bosses 35 extending from the casing base 36 is an annular contact sulpport 37. This su ort has two arcuate s ots 38 and 40 in w uch a plurality of insulating contact bases 41 are adjustably mounted. Suitable spring contacts are secured to these bases, contacts 43 and 42 controlling the circuits for the actuating coils of the up and down direction switches respectively, and contacts 44, 45, 46 and 47 controlling the circuits for the actuatrexg .coils of the accelerating switches. Two f contacts 48 and 50, similar in construction to the control contacts, are mounted on a support 51 of insulating material. This support, along with an intervening insulating strip 52, is secured to an arcuate boss 53 formed on the contact support 37.

Segment 54, for bridging the above mentioned contacts, comprises an arcuate channel member, formed of an outer flanged portion 55, inner flanged portion 56 and connecting web 57, and a supporting arm 58. The outer flange 55 is arranged for bridging either set of control contacts 42, 44 and 45 or 43, 46 and 47, while the inner flange 56 is arranged to engage either feed contact 48 or 50. It will be observed that a circuit may thus be completed from either feed contact to the corresponding set of control contacts. Oil wipers 60 and 61 are mounted on insulating su port 51 to engage the contact 'surfaces of anges 55 and 56 respectivel The supporting arm 58 is mounted on s aft 62 between two insulating plates 63 and 64. A projection 65 on plate 64 extends through an aperture 66 in supporting arm 58 into a recess formed in plate 63. Shaft 62 extends through an inner aperture 67 formed in projection 65 and throu h plate 63. Two other projections 68 are ormed on plate 64 and are disposed diametrically opposite the projection 65. These latter projections are similarly arranged to extend through apertures in supporting arm 58 into recesses 1n plate 63. A sleeve 70, arranged on shaft 62 is formed with a flange 71 adjacent to plate 63. Flange 71, plate 63 and projections 68 are apertured to receive studs 72. Nuts 73 on the threaded ends of these studs, clamp the supporting arm 58, plates 63 and 64 and a separating washer 74 against the flange 71. It will be observed that with this arrangement the segment 54 is completely insulated A pair of switches 105 and 106, identical from the flange 71 and shaft 62. A pinion 75 is arranged on shaft 62 `in abutting relation with the end of sleeve 70. The pinion, sleeve and segment are held in assembled relation against a shoulder 76, formed on shaft 62, by means of a nut 77 and locking pin 79. A key 80, mounted in a keyway in shaft 62, forms a driving connection between pinion 75 and sleeve 70, while the flange 71 and studs 72 form an operating connection between sleeve 70 and segment 54.

Pinion 75 is driven by means of a segmental gear 81. This gear is mounted on the inner end of a driving shaft 82, being secured thereto as by means of a through bolt 83. Shaft 82 extends through its supportinnf bearing 84 to the outside of the casing. n operating arm 85 is mounted on the outer end of shaft 82, being similarly .secured thereto as by means of another through bolt 83. ,A roller 86, for engaging the director switch hatchway cams 87 (see Figure 1), is mounted on the free end of operating arm 85. Another operating arm 88 and a. cam supporting segment 90 are mounted on the shaft 82 between the operating arm 85 and the bearing 84. One end of a connecting rod 91 is pivotally secured, as by pin 92, to the free end of operating arin 88. The other end of connecting rod 91 is secured to the director switch reversing mechanism as will be described later.

Shaft 62 also extends through its supporting bearing 93 to the outside of the casing, the other end of the shaft being formed with a lpositioning flange 94. Within the casing, two friction plates 95 and 96 are mounted on sleeve 70, the sleeve being square in cross section to form a driving connection. These friction plates cooperate with a stationary annular disc 97 to maintain the director switch in the position into which it has been moved. The annular disc 97 is provided with apertured lugs 98. Projections 100, extending from base 36, fit into the apertures of the lugs 98 to hold disc 97 against turning. Friction plate 95, arranged 011 one side of the disc 97, abutsva ainst pinion 75. Friction plate 96 is orced against the other side of the disc, and the disc against friction plate 95, by means of springs 101 mounted on the studs 72. These studs extend into apertures 102 formed in friction plate 96.

Adjustable abutment screws 103, mounted in the side of the casing 31, determine the limits of movement of the segmental gear 81. These screws form stops to prevent the disengagement of the contacts and bridging segment 54 by extreme movement of the segmental gear in either direction. A suitable opening 104 is provided in the casing 31 for the various conductors leading to and from the director switch contacts.` r

in construction, are secured to the outside of the casing base 36 as indicated most clearly in Figure 5. Each switch is provided with an operating roller 107 disposed in the path of movement of cams 108 mounted on segment 90. Each cam 108 is adjustably secured to the segment as by means of screws 109.

Referring to Figure 7, the details of one of the switches 105, 106, will be described. The contact holder 110 for the stationary contact 111 is mounted on a frame 112, of insulating material. The frame 112, comprises two side members 113 (one of the sides not being shown in order that the switch may be more clearly illustrated) and a connecting web 114. rlhe stem 115 of the contact holder extends through the web 114, its extended end being provided with nuts 116 for securing the holder to the frame and for securing the terminal clip of a conductor. The movable Contact 117 for engaging the stationary contact is carried by an operating arm 118. The arm 118 is pivotally mounted, as by a pin 120, on a bracket 121. Bracket 121 is provided with a stud 122 which extends through the web 114 and which is provided with nuts 116 for securing the bracket to the frame 102 and for securing the terminal clip of a conductor. Beyond its pivot point the operating arm 118 is formed with two lugs 123 between which extends a pin 124 for plvotal- 1y supporting the roller 107. A spring 125, tending to bias the switch to closed position, extends between spring seats, one seat being formed on the extended portion of the operating arm 118 and one on the bracket 121. Apertures 126 are provided for receiving the mounting screws. Thus upon a cam 108 moving under the roller 107, the operating arm 118 is rocked counter-clockwise about its pivot causing the separation of the contacts 111 and 117 and the compression of spring 125. As the cam moves off the roller the spring 125 rocks the operating arm clockwise causing the reengagement of the contacts.

Referring to Figures 5 and 6, the preferred form offdirector switch reversing mechanism will be described. The director switch motor 127 is mounted on a support 128 secured to the car frame 129. One end of the motor shaft has secured thereto a pinion 130. The motor operates a segmental gear 131 through pinion 130, the segmental gear being pivotally supported by a bracket 132 depending from support 128. The segmental gear 131 in turn operates-the director switch through the connecting rod 91 and arm 88. The connecting rod 91 comprises an end piece 133, pivotally mounted on a pin 134 provided on the segmental gear 131, a rod 135, buffer spring 136, and buffer spring yoke 137 As illustrated in Figure 8, a threaded bushin 138 is adjustably mounted in one end o yoke 137, a nut 140 being provided for'lockixg the bushingl in ad'usted position. K The ro v135 extends s idably through the bushing, the free end of the rod being reduced in diameter to form a shoulder. A piston 141 is secured to the extreme end of rod 135 and is arranged to slide in the cylinder 142 formed in the yoke 137. The buffer spring 136 is disposed in an opening 143 provided in the yoke 137 and extends between washers abutting against the shoulder on rod 135 and the shoulder formed by the piston 141. The purpose of this arrangement is to absorb an shocks caused by sudden movement of elther the director switch motor or operating arm 88 as will be seen from later description.

It will be noted, upon reference to Figure 1, that the bottom floor hatchway caln 87 extends up thehatchwa so as-to engage the director switch ro er 86 with the ear uite a distance from the terminal landing, t e' distance depending upon the particular installation. During downward movement of the car, the initial engagement of the cam and roller causes the director switch to be moved into a position to cause a reduction in the speed of the car. From this point of engagement, the cam 87 slopes gradually to the left down to the point where it moves the director switch to neutral position. From this latter point, the cam'is vertical, the director switch being moved into reversed position by the director switch motor 127 as will be described later. The cam at the top floor is identical in construction but reversed so as to move the director switch from up position into neutral position.

In operation, assume that the director switch is in down position, as indicated by roller 86 and operating arm 85 in broken lines, Figures 2 and 5, and in full lines in Figure 6 it being noted that the rear view of the director switch is illustrated in Fig. 5. In this position, flange 55 bridges control contacts 42, 44 and 45 and flange 56 engages feed contact 48. As the car ap` proaches the bottom floor, roller 86, enga@- ing cam 87, is carried gradually to the leia The initial movementof arm 88, due to the engagement of the cam and roller, causes the yo e 137 to slide to the left on the rod 135 and piston 141, the portion of the yoke forming the right end of opening 143 acting through the/,washer to compress the s ring 136 against/the shoulder formed on ro 135. By employing the initial force to compress the spring in this manner, the inertia of the parts of the reversing mechanism is gradually overcome and the movement of arm 88 is transmitted to the director switch motor through segmental gear 131 without strain.

As a result of the initial movement of roller arm 85, the segmental ment 54 in a counter-cloc wise direction.

this manner the circuitsl controlled by contacts 45, 44 and 42 are broken in the order of the contacts named. `As the roller arm isv moved into neutral position flange 5.6

r 81 rotates moves oil' feed contact 48. Motor 127 1s energized,`in a manner to be described later, to move the director switch from neutral into up position. The initial movement of the se ental gear 131.caused by the rotation o motor 127 causes the rod 135 and piston 141 to slide to the-left in the 'yokev 47, preparing the control circuits for up operation of the car. The friction plates and 96 and disc 97 permit the movement of the segment 54 but, after the reversin operation,'hold it inv reversed position. gUnder normal operation, therefore, the segment 54 remains 1n up position until simil-arly but oppositely moved b the hatchway cam 87 and mtor 127 at the top floor into down position. Again, the friction lates and .disc maintain the switch in this ast moved position. Thus the director switch is normally in one of its on positions.

The director switch motor is deenergized, upon the completion of each reversal of the director switch, by the openin of either switch 105 or switch 106, depen ing on the position into which the director switch is moved. As previously explained, these switches are opened by the engagement of their operating rollers 107 and the cam 108. With the director switch in one of its reversed positions, the corresponding switch 105 or 106 is maintained open by its cam 108, as illustrated for switch 105 in Figure 5. As will be described in conjunction with the description of operation of the system as a whole', means are provided for causing the motor 127 to reverse the director switch at any point at will. It is to be noted, however, that the director switch cannot be reversed into its former position at the terminal landings due to the fact that the vertically extending portions of the hatchway cams 87 act as stops. The selector machine may be arranged to cause the motor 127 to reverse the director switch at any floor as will be described later. e

Reference may now be had to Figures 9 to l1 inclusive which illustrate the various details of a preferred form of selector machine. This machine, designated as a whole down selector first slow-down switch 160,v

vbracket 164. Each stationary contact is provided with nuts 168 for securing the contact to the contact plate and forv connecting the respective switch in the system. Each movable contact is mounted in an arm 170 of a contact lever, lever 171 being for the first slow-down switch, lever 172 being for the second slow-down switch, lever 173 being for the stop switch and lever 174 being for the door lock control switch. With the switches in closed positions, each movable contact is pressed into engagement with its corresponding stationary Contact by means of a spring 175. Each movable contact is insulated from its contact lever and is connected, as by a flexible conductor 176, to a corresponding binding post 177 on contact plate 167. All the contact levers are pivotally mounted on a pin 178 supported byv arms 180 depending from bracket 164. The other arm 181 of each lever is enlarged to form av weight. Each weight acts as a bias tending to move its respective switch to closed position. Also pivotally mounted on pin 178, preferably between contact levers 172 and 173, is a bell crank lever 182. The vertical arm 183 of the bell crank lever is Tv shaped, the cross member 184 of the T being provided with lugs 189 which extend into the paths of the contact levers. Abutment screws 185, 186, 187 and 188, adjustably mounted in the arms 170 of contact levers 171, 172, 173 and 174 respectively, are arranged for engagement by the lugs 189 during the operation of the switches. The abutment screws are preferably adjusted so that rst screw 185, then screw 186 and then screws 187 and 188 are engaged by the corresponding lugs 189 on the cross .member 184 to cause the consecutive opening in the order named of the first slow-down switch 155, the second slow-down switch 156 and then simultaneously the stop switch 157 and door lock control switch 158 res`ectively. It is to be understood that re nements of adjustments may be made to suit the operating conditions of the particular installation. A socket 190 is pivotall mounted on the horizontal arm 191 of bel crankA lever 182. A vertical tube 192 is secured in socket 190, as by means of a pin 193. This tube extends 1nto and is similarly secured in another socket 194. The

socket 194 is pivotally mounted on the horizontal arm 195 of a bell crank lever 196. Bell crank lever 196 is pivotally mounted between supports 197 formed enbase member 146.

The down selector switches 160, 161,

162 and 163 are identical in construction with the corresponding up selector switches 155, 156, 157 and 158, above described, and are similarly mounted on bracket 198. The mechanical construction of the closing mechanism is similar. The horizontal arm 200 of the top bell crank lever 201 and the horizontal arm 202 of the bottom bell crank lever 203, however, extend to the left instead of to the right as do the corresponding arms of bell crank levers 182 and 196. Thus to open switches 155, 156, 157 and 158, tube 192- must move in the up direction as indicated, while to open switches 160, 161, 162 and 163, tube 204, extending between levers 201 and 203, must move in the down direction. The depending arms 205 of the bottom bell crank levers 196 and 203 are joined by means of a cross rod 206. With the cross rod connection, tube 192 must be pulled in the up direction in order to effect the downward movement of tube 204 and, conversely, tube 204 must be pulled in the up direction in order to effect the downward movement of tube 192. Thus the weight of one tube is counterbalanced by the weight of the other. screw stop 207 extends through a connecting web 208 for supports 197 into abutting relation with end piece 210 provided on cross rod 206. A weight 211, provided in the lower end of tube 192, serves to unbalance tubes 192 and 204 and acts as a bias tending to maintain the switch opening mechanism in normal position, i. e., the position in which end piece 210 engages screw stop 207. The screw 207 is so adjusted that, with the switch opening mechanism in normal position, the selector switches will be free to return to closed positions. A preferred form of mechanism for causing the operation of the switches will now be described.

Referring to Figure 1, the selector machine is driven preferably by means of two steel tapes 212 and 213 attached to the car. Tape 212 extends from the top of the car and is unaiecte to an overhead sheave 214 around which it is wound in a manner similar to the winding of a measuring tape. The other tape 213 extends from the bottom of the car around a tension sheave 215 and then u to a second overhead sheave 216 upon whic it is similarly but oppositely wound. These overhead sheaves are keyed to the operating shaft 217 of the automatic floor stop machine, one taple winding up as the other unwinds in t e driving operation. This silent drive is as ositive as a sprocket chain d) by sliding or stretching ferring again to Fi re 9, the base member` 146 is formed wit a centrally dissed pedestal 218. This pedestal and the E355 153, for standard 147, are arranged to provide bearings 220 and 221 respectively or the shaft 217 The pedestal 218 is further arranged to receive a vertical bearing 222 and to support a ball thrust bearing 223 for screw 224. This screw extends vertically into a bearing 225 formed in the to member 152. A beveled gear 226 is secure as by in 227, to the lower end of screw 224. other beveled gear 228, engagin ar 226 in a driving relation, is secure as bypin 230, to o erating shaft 217. Operative engagement tween the beveled gears is maintained by ositioning collars 231 secured on shaft 2li).

A. crosshead, comprising a forked end 232, a nut 233 and frame 234, extending therebetween, 'is arranged to be driven by yscrew 224. The forked end 232 engages a verticall extending bar 235 to form a 'de for the crosshead. Bar 235 is secur to lugs 236 and 237 formed on base member 146 and top member 152 respectively. A pawl magnet frame 238 is carried by the crosshead nut 233, being secured thereto as by bolts. Frame 238 is arranged to receive the pawl magnet 240. The pawl magnet comprises a coil 241 and central core 242. Nonmagnetic plates 243, positioned at each end of the awl magnet, are secured to the frame 238 as y means of through bolts 244. These plates form a mounting for the pawl magnet, being provided with recesses 245 into which the core 242 extends. The pawl magnet armatures 246 and 247 are pivotally mounted, as by means of pins 248, on arms 250 extending outwardly in oppositedirections from the top and bottom of frame 238. The non-magnetic plates 243 further serve as spacing members to prevent armatures 246 and 247 from being held in b residual magnetism. Armature 246 exten s inwardly from its pivot point to form an arm 251. The end of arm 251 is bifurcated to slidably engage a sleeve 252, the sleeve being mounted on a pin 253 secured in frame 238. A spring 254 is arranged on in 253 above the sleeve in such manner as to comre'ssedb arm 251 when the armature is rawn in y pawl ma V et 240. Between its end and pivot point, t e arm is enlarged to form a weight 255. Spring 254 and weight 255 act to move the armature into unattracted position when the pawl magnet coil 241 is eenergized, the spring acting to give rapid initial movement. An adjusting screw 256, provided in arm 251, engages frame arm 250 to determine the amount of outward movement of the armature. Armature 247 is similarly arranged with an arm, slot, pin s ring and adjusting screw but is reverse hus its weight 257, in order to function properly extends outwardly from the pivot oint. awls 258 and 260 are secured, as y screws, to .armatures 246 and 247 respectively, pawl 260 being reversed to corres ond with its armature. These pawls, wit armatures 246 and 247 in unattracted position, are arranged to engage sto ping collars 261 provided on tubes 192 an 204. Each tube 1s provided with nine of these stopping collars, tube 192 with collars for the 'second to the tenth floors inclusive for operative engagement by pawl 260 to stop in the up direction and tube 204 with collars for the ninth to the first floors inclusive for operative engagement by pawl 258 to stop 1n the down direction. Each collar 261 may be formed with a U bolt 262 and clam ing plate 263 so as to be readily adjusta le.

The selector first slow-down switches 155 and 160 are arranged in the circuits for the actuating coils of second and third accelerating switches. The selector second slow-down switches 156 and 161 are ar ranged in the circuits for the actuating coil of the first accelerating switch. The selector sto switches 157 and 162 are arran d in t e circuits for the actuating coils of t e up and down direction switches respectively. The selector door lock control switches 158 and 163 are arran d in parallel relation in the circuit for t e actuating coil of the cam motor switch. These circuits are clearly shown in the diagram in Figure 23, reference to which will be had later.

In operation, assume that the car is at the first floor as a home station and that, for example, the seventh floor car button has been pushed. The car, therefore, starts in the up direction. The manner in which the car is started in response to the pushing of a button will be described later. The selector machine operating shaft 217, driven by means of the steel tapes in the manner previousl described, rotates screw 224 through beve ed gears 228 and 226. The crohead nut 233, therefore, is driven upwardly by screw 224 in proportion to the movement of the elevator car. Pawl magnet coil 241 being energized while the car is running, the pawl magnet armatures 246 and 247 are in their attracted positions and the pawls 258 and 260 do not engage the gized. The operation of effecting the energization and deenergization of the pawl magnet will be described later. Pawls 258 and 260 are now forced out into their unattracted or stop positions by the armature weights and springs. This is the position illustrated in Figure 9. As the crosshead is driven farther in the up direction, pawl 260 engages the seventh floor stopping collar 261 on tube 192. The tube 192 is then moved in the up direction with the crosshead, operating bell crank lever 182 to open the l'irst slow-down switch 155, the second slowdown switch 156 and the stop switch 157 and door lock control switch 158 in the order named. The car, and therefore the crosshead, is then brought to a stop in a manner to be described later. It will be noted that the bell crank levers 182 and 196 are moved counter-clockwise about their pivots, during the switch opening operation,

moving tube 192 and consequently stopping collar 261 to the left. Thus, if there is excessive movement of the crosshead due to the fact that the car has not been stopped, no injury to the selector machine results because the stopping collar is finally withdrawn from operative engagement with the pawl by the movement of the levers. The back surface 264 of each pawl is so inclined that, for example in the above operation, as the back surface of pawl 258 strikes a stopping collar, the pawl slides over the collar without operative engagement. Selector` switches 160, 161, 162 and 163 are opened, due to the connection between tubes 192 and 204, at the same time that switches 155, 156, 157 and 158 are opened. As the control circuits in which switches 160, 161, 162 and 163 are included are broken, due to the fact that the director switch is in up osition, the opening of these switches is without effect atv this time.

The selector switches are held inl open position until the pawl magnet coil 241 is again energized. When this co1l 1s energized, pawl 260 is withdrawn from o erative engagement with the seventh oor stopping collar. Weight 211 then acts to move tube 192 downwardly and tube 204 up' wardly until stopped by the engagement of screw stop 207 and cross rod end piece 210. Bell crank levers 182 and 201 are thus moved out of operative engagement with the abutment screws, permitting the selector switches to. close.

Referring now .more particularly to Fig ures 10 and 11, a plurality of bars 265 ot' insulating material are arranged between standards 150 and 151 to form mountings for the selector machine stationary contacts. Both of these standards are provided with a plurality of adjustable collars 266, the corresponding collars on each standard being arranged in horizontal alignment to support the insulating bars 265. The stationary contacts are arranged on the bars 265 in columns, designated as follows: 267, down hall stop contacts; 268, up hall stop contacts; 270, car stop contacts; and 271, reversing contacts. The stationary contacts are secured to the insulator bars 265 as by bolts 272. These bolts also secure insulting plates 273 on top of the stop contacts. Bot-h up and down hall stop contacts and car stop contacts are provided for all the intermediate iloors. The top iioor down hall stop contact and bottom floor up hall stop contact may be omitted as no engagement is made with them during normal operation. Reversing contacts are arranged only for the first and tenth oors.

The selector machine is provided also with moving contacts or brushes for engaging the various stationary contacts. These brushes are mounted on an insulatin panel 274, the panel being secured, as by bo ts 275, to lugs 276 formed on the crosshead frame 234. rl`wo brushes, up car stop brush 277 and down car stop brush 278, are provided for engaging the car stop contacts in column 270. A- single brush is provided for engaging the stationary contacts in the other columns; 280 being the down hall stop brush for engaging the contactsin column 267, 281 being the up hall stop brush for engaging the contacts in column 268, and 282 being the reversing brush for engaging the contacts in column 271. The system is arranged so that, of the stop brushes, only the up car stop and hall stop brushes are alive during up motion of the car and only the down car stop and hall stop brushes are a-live" during down motion of the car. The brushes are identical in construction, the details of one of the brushes being illustrated in F igures 12 and 13.

Referring to Figures 12 and 13, the brush contact pieces 283 are pivotally mounted in the brush frame 284, as by means of a pin 285 supported by the frame arms 286. The brush contact pieces are preferably provided with slots 287, through which the pivot pin 285 extends, so as to permit their longitudinal as well as pivotal movement. Longitudinal recesses 288 are formed in the brush contact pieces to receive springs 290. These springs abut yieldingly against pivot pin 285, tending to maintain the contact piecesy in their outer position. The frame arms 286 and Washer 291 close slots 287 to maintain the springs 290 in position. y

A centering blade for the brush con tact pieces is loosely mounted on guide bushing 293. The bushing 293, along with a washer 294, is secured to the yoke 295 of the brush frame 284, as by means of a screw 296. A compression spring 297 is mounted on bushing 293 between centering blade 292 and washer 294. The outer end of the centering blade is bent in such manner as to form continuous engagement with t-he elongated surfaces of the contact pieces. Thus, when the brushes are not in engagement with a stationary Contact, the centering blade tends to maintain the brush contact pieces in central position. Upon engagement of the brush and a stationary contact however, the contact pieces are rocked about their pivot pin 285, moving the outer end of the centering blade to the left, as viewed in Figure 13, against the force of compression spring 297. It will be observed that the centering blade acts as a lever, slidably pivoted against yoke 295, further to compress the spring 297 during this operation. Thus, as the brush leaves the stationary contact, the compression spring causes the centering blade to restore the contact pieces to their central position. As the circuit completed by the brush and stationary contact is from the frame and centering blade into the contact pieces, it will be seen that the circuit is not broken by rocking the contact pieces in either direction about their pivot pin. In Figure 14, the up hall stop brush 281 is illustrated in rocked position in engagement with a stationary stop contact. The reversing brush 282 assumes a similar rocked position when in engagement with one of its stationary contacts.

Referrmg to Figures 11 and 15, a pair of switches, 300 for the top floor and 301 for the bottom floor, are mounted on standard 148, the switches being of the same construction as the switch illustrated in Figure 7. Each switch is mounted on a plate 302 by means of through bolts 303. Each plate is adjustabl secured to the standard 148 by means o a U bolt 304. A cam 305 for engaging the rollers 107 of the switches is secured, as by screws, to a prong 306 of the forked end 232 of the cross-head. The switches 300 and 301 serve as limit switches to cause the deenergization of the pawl magnet upon the car reaching the terminal landin s as will be described later. a

n operation, assume that the car has started from the first floor in response to the third Hoor hall button. As the car moves in the up direction, the crosshead, and therefore the cam 305, brushes 277, 278, 280, 281 and 282 and pawl magnet 240, is moved upwardly in proportion to the movement of the elevator car, as has previously been explained. If the up second iloor hall button has not been pushed, the up second floor hall stop contact is dead so that the contact pieces for the up hall sto brush 281 strike the Iinsulating bar 265, roc and sweep across the contact without com leting a circuit. As a result of the up third floor hall button having been pushed, the hall stop contact 310 in column 268 is rendered alive. Thus as the brush Contact pieces of brush 281 sweep across contact 310, a circuit is completed for causing the deerler 'zation of the pawl magnet coil. The posltion of the stopping collars 261 relative to the position ot' the stationary stop contacts is such that, for example in the case assumed, pawl 260 is released below the third floor collar on tube 192. As the car continues its movement, the selector switches are opened in the manner previously described, causin the car to slow down and stop at the thir floor landing. The stop brush is carried past the stationary contact so that with the car at rest at a Hoor the relative position of the sto brushes and contacts is as illustrated in 4igure 24.

If no other buttons have been pushed, the car, after stopping at the third floor, is automatically started and proceeds to the tenth floor, as will be seen from later description. As the car approaches the tenth floor landing, the cam 305 engages the operating roller 107 for switch 300. The switch 300 opens, deenergizing the pawl magnet coil 241. The selector switches, therefore, are opened in the manner previously described. Although the selector machine may act to sto the car at the terminal landings, it is pre erred to employ the director switch for this purpose. The stop is insured, however, by the opening of the selector switches. Before 'the car reaches the tenth floor landing, brush 282 engages reversing contact 312, reparing a circuit for the director switc motor. This circuit is completed by one of the control switches during the stopping operation and the-motor then moves the director switch from neutral position, where it has been moved by the hatchway cam 87, into reversed position. As the director switch is moved into down position, the car starts Iin the down direction. If no buttons have been pushed, the car returns to the first floor, it having been assumed that the first floor is the home station, where it is again stopped and where the director switch is again reversed.

The reversing contacts are preferably made longer than the stop contacts to insure their engagement by brush 282 when the control switches operate to complete the circuit for the director switch motor, these contacts and brush 282 being positioned so as to remain in engagement with the car at rest at the floor. The stop contacts `are made short in order to prevent response to late operation of a car or hall button. Otherwise the pawl when released in re- 

